Railway signaling.



No. 683,621. Patented act. I, 19m.

w. a. RDOME. RA|LWA.Y 'S|GNAL|NG.

(Application flied Feb. 25,1901.

.(No Model.) 2 Sheets-sheaf l.

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. No. 683,62l. Patented Oct. I, l90l.

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RAILWAY SIGNALING.

(Application filed feb. 25, 1901.5

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UNIT D STATES PATENT OFFICE.

VILLIAM G. ROOME, OF JERSEYCITY, NEW JERSEY.

RAILWAY SIGNALING.

SPECIFICATION forming part of Letters Patent No. 683,621, dated October 1, 1901. Application filed February 25, 1901. Serial No. 48,742. (No model.)

To all whom, it may concern:

Be it known that I, WILLIAM G. ROOME, a citizen of the United States, and a resident of Jersey City, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Railway Signaling,

- of which the following is a specification, refp and the secondary coil 8 being connected to the commutator on the other side. The priinary'and secondary coils have no connection with each other. The current in the secondary coil sis induced by its rotation in the magnetic field, and the rotation is produced by the current passing through the primary coilp as well as the field-winding f. This current is supplied, as described hereinafter, from a source on the moving train.

Similar. characters of reference designate corresponding parts in all figures.

Referring first to Fig. 1, a, a, and a designate a number of blocks or sections of a railway-track. The lower rail 1" is made electrically continuous through a number of blocks or sections, while the upper rail r is only electrically continuous up to the meeting ends of the rail r of the next block or section on either side.

The figures shown inside of the rectangle E on the right side of Fig. 1 represent connections in the interior of the cab of a locomotive or some other suitable place on the train, and those shown inside of the rectangle 0 represent connections for lighting a car with electric lamps. The storage battery B in the car 0 is an auxiliary part of the invention, as the battery B would light the lamps and operate the signals should anything happen to the dynamo or generator D or storage battery B on the engine E. If connected, as shown, it may be charged from .the

dynamo D and when the engine E is disconnected would serve to light the lamps L in the usual way.

The dynamo or generator D may be located on the engine E or any convenient place on the moving train. If located on the engine, it may be driven independently or may be connected by gearing-with any of the moving parts of the engine, or it may be geared to any moving axle of the train. I will here state that the dynamo D is not a necessary part of my invention, as the storage battery B in the engine E, if charged from a powerstation at some convenient point, would suffice. If the dynamo D be used, the storage battery B is not an essential part of the invention, but acts as a regulator of the pressure or voltage of the circuit and also acts as a reservoir to store up the current, so that it is not necessary to run the dynamo D continuously. be an arc-light for the headlight, if desired. The lamps L on car 0 would preferably be incandescent lamps. The dynamo D would preferably only be run at night when the lamps L are lighted. At this time it would be charging storage batteries B and B, so that either or both of these batteries would supply the current necessary to operate the signal and track circuits when the dynamo D was not running.

In order to get current from the moving train to the track-circuits and signals in advance of the train, I use a sectional feed-rail H. It may be similar to the ordinary feedrail used in an electric-railway third-rail sys tem and is placed on porcelain or other insulators for this purpose. I have shown a section of this rail in Fig. 3 resting on an insulator in the ordinary way. I prefer to use a shoe K such as is used in the third-rail system to connect the moving train with the feed-rail, but a brush may be used, if desired.

The sectional feed-rail H is electrically continuous, except where separated from the sectional feed-rail of the next block or section on either side. I here show the feed-rail sections as being the same as the track-sections, and the meeting ends of H and H may correspond to the meeting ends of the upper track-rail r of the section a and the upper The lamp L on the engine E may track-rail r of the section a. It is intended that the feed-rail will connect the signal-circuit and the track-circuit just in advance of the train, so as to energize these circuits and set the signal to safety and permit the train to enter the next block a. Axle A of the engine E and A of the car C are shown as oocupying the section a.

A storage battery B is connected to the forward ends of. the rails of the section a. It has in series with it the secondary winding 3 of the transformer T for recharging it. A storage battery 13 is connected to the forward ends of the. rails of the section a. It has in series with it the secondary winding 3 of the motor-transformer T for recharging it. The track-circuit a, has combined with it a track-relay R, which acts to close the signalcircuit wires 3 and 10. This track-circuit is normally held open by the contacts of the relay R. The track-circuit awould be similarly connected at its further end. (Not shown.)

The relays R and R would control the track-circuit a and signal S and lamp L in the same manner as the relaysRand R con trol the signal S. There being no train in the section a,-these are shown in the normal position, all circuits being open and deenergized. There being a train in the section ct, the track-circuit of ct is shown as energized and the signal S as set to safety to allow the train to enter this block, while at the same time the motor-transformer T is charging a storage battery B of the track-section ct, all current being taken from the moving electric power plant on the train.

I will now trace the circuits from the dynamo D or storage battery B on the engineE by wire 1, shoe or brush K, sectional feed-rail H, wire 2, coil of relay R, wire 3 to the lower or return rail 1', thence through axle A and wire 4 to the other side of the dynamo D or storage battery B. This causes the relay R to close the track-circuit of the section a, and this circuit may be traced from the storage battery B by wire 5, upper rail r of section a, wire 6, coil of relay R, wire 7, contacts of relay R, and Wire 3 to lower or return rail r, thence by wire 8 to one of the brushes on the commutator connected to the secondary winding 3 of the motor-transformer T. From the other brush on this commutator the wire 9 completes the circuit to the storage battery B The storage-battery B now energizes the track-circuit a, and the relay R attracts its armature and closes its contactpoints, connecting the wires 3 andlO.

I may remark here that the current from the storage battery B in passing through the armature and secondary coil of the motortransformer T produces no effect upon it, as its primary and field circuits are open, and as its winding is very coarse wire only puts a very small resistance in the track-circuit. This resistance is of itself desirable, as it prevents a complete short circuit of the storage battery B when the rails r and r of the section a are crossed. The closing of the contacts of the relay R closes the signal-circuit of S. The circuit may be traced from dynamo D by wire 1, shoe K, sectional feed-rail H, wire 2 to the solenoid or motor operating the signal, thence hywire 10, contacts of relay R, wire 3 to the lower rail '1', axle A, and wire 4: to the dynamo D. A lamp is also shown as connected to this same circuit in multiple with the signal S. The solenoid or motor of the signal S is now energized and sucks its armature up against the action of a weight to, setting the signal to.safety in advance of the train. At the same time the lamp L of the signal is lighted, and the train may proceed in safetyinto the section a. A branch from the wire2 is connected to one of the brushes on the commutator of the motor-transformer T, connected to the primary winding 1). The other brush on the commutator connected to the other end of the primary coil is connected to the field-winding) and to the wire 3. The primary winding 19 and field-winding f will now be energized from the dynamo D in multiple circuit with the relay R, and if the signal S is set to safety, as shown, the circuit will also be in multiple with the signal S and lamp L. This causes the armature of the motor-transformer T to rotate in the ordinary way, and byinduction the secondary coil 3 is energized and recharges the storage battery 13*. This circuit may be traced from the commutator at s by wire 11, storage battery B wire 12, upper rail r of section a, axle of train A, lower rail 0", and wire 3 to the other side of the commutator at S.

It will be noted that the rails rand r of sec tion a are crossed by the axle of train A, and the resistance of the track-relay of a at the further end of the block (not shown) is shunted out, so that the full energy of the motor-transformer is utilized in recharging the battery. I also wish to call attention here to an improvement this makes over the ordinary trackcircuit. In an ordinary track-circuit energized by battery in the usual manner the battery is placed on short circuit by the axle of the train, and a heavy discharge takes place at a time when the battery is of no use whatever, as the relay it controls is shunted out of circuit by the wheels of the train and practically gets no current at all. In this system shown the track-circuit is normally open, no current beingused except during the time that the train is passing over the section in the rear. Then onlysufficient current is taken to energize the track-circuit and close the relay B. This relay B being in series with the track-rails normally interposes the resistance of its coils,and the voltage of the battery being very low, so as to prevent leakage as far as possiblesay from one to two volts-the discharge from the battery is very small. Now when'the train runs into the section a and forms a short circuit across the rails r and r the motor-transformer T begins to rotate, as

explained above, and the secondary coil is recharging the battery. In an ordinary trackcircuit at this moment the batterywould be on a short circuit and a very heavy discharge would takeplace. Thisiswhatruinsthetrackbatteries as connected in the ordinary manner and takes current from them at a time when it is not needed. When the train enters the section (6, the storage battery 13 is recharged from the secondary winding .9 of the transformer T by wire 8, lower rail 1, axle A, upper rail 1', wire 5, battery B and wire 9 to s. The primary coil is energized from the dynamoD on the engineE by wire 1,shoe K,feedrail H, primary coil 13 of transformer T, field f, wire 8, lower rail 1', male A, and wire 4 to dynamo D. The transformer T now rotates and recharges the storage battery B It will be noted in this example of my improvement that no overhead wires are necessary, the sectional feed-rail H being laid on insulators on the wood cross-ties quite close to the ordinary rails in, the regular manner as used by the third-rail electric system for electric-n10- tor cars.

In Fig. 2 I show a modification designed to do away with the storage batteries B and B the track-circuits in this figure being energized directly by the secondary coils of the motor-transformers. This, as shown, requires the extension of a conductor or wire from the rear end of the block to the forward end of the block. I have, however, utilized this conductor, taking therefrom taps or connections, so as to light a lamp or ring a bell in advance of the train-say at a station Y or at a roadcrossing zc-to announce its coming. I also show a connection designed to lower gates at the crossing in advance of the train. The wire 2 is shown as connected to the sectional feed-rail H, as in Fig. 1, but here leads to the forward end of the section a and is connected to the primary coil of the motor-transformer T. The other brush, connected to the primary coil, is connected to the lower railr by wire 3. 1

Assuming a train to enter the section a, the circuit could be traced from the dynamo D, (see Fig. 1,) wire 1, shoe K, sectional feedrail H, wire 2 through the primary and field coils of motor-transformer T, wire 3, lower rail 0, axle A, and wire 4 to the dynamo D. This would cause the armature of the motortransformer T to rotate, and its secondary coil would energize the track-circuit a by wire 5, upper rail 7", wire 6, magnet R, wire 7, lower rail 7', and wire 3 to s. This would magnetize the relay R and cause it to close the wires 7 and 8 for the signal S and lamp L, and these would come to safety in advance of the train and permit it to enter the section a. When the train enters this section, the shoe K would leave the sectional feed-rail adjoining the section a, and the motor-transformer T, track-circuit of Ct, signal S, and lamp L would all be deenergized and set to danger automatically,

the lower rail r by wires 9 and 10, so that the lamp L at a station Y in advance is lighted. Another circuit is also completed from the wire 2 to lower rail r through the wires 11, 12, and 13, and the gates G and G are lowered at the crossing 0c, the lamps L and L are lighted, and bells b and b are rung. Should it be desired to hold the gates lowered while the train is in the section a, a back contact on the relay R, adapted to connect the feed-rail sections H of a and H of a while the relay was normally denergized or shunt ed out of circuit by the train, would energize the wire 2 from the feed-rail H after the train has passed into the block a. A simpler way would be by so dividing up the blocks or sections that the meeting ends of the sections a and a would be at the crossing instead of some distance in the rear, as shown. The gates G and G at so would still be lowered a whole block in advance of the train. \Vire 14 leads to a motor-transformer in advance. Wire 15 comes from a feed-rail in the rear.

It will be observed that the minimum amount of current is used, only just sufficient to allow a train to pass into the next block in advance, and that all circuits are normally open and in the danger position, so that if the signals freeze or the relays stick and do not respond the system remains at danger and the train cannot get a false signal. It bad connectionsoccuranywhere orthemoving train does notproperly connect with the sectional feed-rail H or storage battery or dynamo gives out on train, signals remain at danger.

I (lo-not Wish to confine myself to a directcurrent dynamo, such as D, or storage bat- IIO tery, such as B, as these might be displaced by an ordinary alternating-current machine. This would have the advantage of permitting the use of induction-motors to operate the signal, thus dispensing with the comm utators and brushes. The track-circuit transformer T might be a rotary converter using alternating current in the primary winding and giving out direct current from the secondary, or it might be formed by coupling an induction-motor to a low-tension dynamo. Nor do I wish to confine myself to the use of direct current for the track-circuits, as it is only necessary to substitute an ordinary alternating-current transformer with fixed coil for the motor-transformer T where an alternating-current dynamo is carried on the train. Nor do I wish to confine myself to open trackcircuits, as the ordinary closed track-circuit will operate my system, but not with the economy as shown and desired.

Obviouslya separate return-conductor may be used instead of using the lower rail 7'. This would permit the lower rail 1" to also be broken into sections in the usual way.

\HV e WVhat I claim as my invention, and desire to secure by Letters Patent, is-

1. In a railway signal system, the combination of the signal normally at the danger position, a source of electricity on a moving train, and means substantially such as described for conveying a current of electricity from the source on the moving train so as to energize or close a track-circuit in advance of the train, and a relay in the track-circuit adapted to close another circuit from the moving train so as to set the signal to safety in advance of the train.

2. In a railway signal system, the com bination of the source of electricity on the moving train the storage battery arranged to be charged from the source on the moving train; the charging-circuit for the storage battery arranged adjacent to, or comprising a part of, the rails of the track; and the contacts for connecting the charging-circuit with the moving train.

3. In a railway signal system, the combination of a source of electricity on a moving train; a storage battery adapted to be charged from the source of electricity on the moving train, the primary charging-circuit for the storage battery, a transformer having its winding included in said primary circuit, the contacts for connecting the primary circuit with the moving train; the secondary charging-circuit including the secondary winding of the motor-transformer and the storage batter 4:. In a railway signal system, the combination of the track-circuit, storage battery, and the secondary coil of the transformer in series; the track-relay in the traclecircuit; the signal-circuit controlled by the track relay; the primary coil of the transformer arranged to be connected with a source of electricity When the train reaches a predetermined point and arranged to be disconnected when the train advances to another predetermined point or section beyond.

5. In a railway signal system; the combination of the track-circuit, storage battery and the secondary coil of the transformer in series; the track-relay in the track-circuit, arranged to be energized from the storage battery when the track-circuit is closed; the signal-circuit controlled by the track-relay; the primary coil of the transformer arranged to be con nected to a source of electricity when the train reaches the block orsection including the battery and disconnected when the train leaves this block or section.

6. In a railway signal system, the combination of the electriclighting system carried on the moving train, the storage battery at the signal, and means substantially such as described for conveying a current of electricity from the lighting system on the moving train, so as to charge the storage battery.

'7. In a railway signal system; the combination of the dynamo carried on the moving train; a series of insulated conductors; the contact moving over the insulated conductors in succession; a series of signals; a series of storage batteries for energizing the track-circuits; a series of track-circuits including the storage batteries; a series of transformers for recharging the storage batteries; a series of relays in the track-circuits controlling the signals; and the return-conductor to the moving train.

8. In a railway signal system; the combination of a signal; a signal-circuit normally deenergized and adapted to be energized from a source of electricity carried on a moving train; a normally-deenergized track-circuit controlling the signal-cireuit-,the track-circuitadapted to be energized from the source of electricity on the moving train, so as to permit the signal to assume the safety position in advance of the train.

Signed at the city of New York,in the county of New York and State of New York, this 23d day of February, A. D. 1901.

WILLIAM G. ROOME.

Witnesses:

AARON H. SCHWARZ, WM. KIRK. 

